A Guide to the Carriage of Steel Cargo

1. Steel manufacture
Steel is manufactured from iron during a process in which most of the
iron’s carbon is removed, producing a tougher and more ductile material.
Steel is smelted from iron ore in a process involving heat, coke,
limestone, oxygen and scrap steel. Manufacture takes place in a furnace,
of which there are two types in common use: the basic oxygen furnace
and the electric arc furnace.
When manufacturing steel using the basic oxygen process, iron ore, coke,
limestone, scrap steel and sinter (iron-rich clinker) are fed (charged) into
a hot furnace. Hot, oxygen-enriched air is blasted into the bottom of the
furnace (hence the name blast furnace) until the iron in the ore and sinter
melts, forming a pool of molten metal at the bottom of the furnace.
Limestone, molten rock and other impurities form a liquid slag on top of
the molten metal. The molten metal, which is called ‘hot metal’, is run off
for further processing. The slag is discarded.
When manufacturing steel with the electric arc process, cold scrap steel
is placed in a circular closed chamber and electrodes are lowered into
the scrap. A powerful electric current is passed through the scrap,
causing arcing, with the heat generated melting the scrap.
The electric arc process is generally used to manufacture high-grade
steel products, such as stainless steel.
After leaving the furnace, the hot steel passes through a secondary steelmaking process to improve its quality, before it is cast into slabs, ingots,
billets or blooms. The process of casting steel slabs, ingots, billets and
blooms is known as continuous casting, because the process never
stops. If the steel mill has rolling equipment, the hot metal may be rolled
rather than cast.
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Slabs, ingots, billets and blooms are often shipped by sea, in transit to a
rolling mill where they can be rolled into long products such as profiles,
beams and channels. Steel slabs are rolled into plate. There are two
rolling processes, hot and cold rolling. Hot rolling takes place when the
steel is red hot, and cold rolling after cooling. During hot rolling, the steel
product is formed. During cold rolling, the product is improved and made
ready for sale.
Hot metal and reheated steel slabs can be hot rolled to form strip steel, a
thin sheet of steel up to two metres wide. Strip steel can be coiled for
storage and shipping. Steel that has been rolled when hot and coiled is
known as a ‘hot-rolled coil’.
Hot-rolled steel coils may be unwound for further rolling, only this time
the metal will be cold and the process called cold rolling. Cold rolling is
the final step in steel manufacture; after cold rolling, the steel is ready for
use. Cold-rolled thin sheet steel could be coiled again, to create a ‘coldrolled coil’.
Cold rolling improves the steel’s surface quality in readiness for sale.
Hot and cold-rolled steel coils are frequently shipped by sea. Even though
some, but not all, hot-rolled coils will undergo a further manufacturing
process, it is important for them to be delivered free from excessive rust
and/or physical damage. Cold-rolled steel coils will not be further
processed and when unwound can be used to make steel panels, such as
car body parts. Cold-rolled steel coils have to be delivered to receivers in
pristine condition.
2. Basic advice
The following checks and actions should always be taken when carrying
steel:
- avoid deformation of the cargo, especially when loading steel plate,
coils and railway lines
Stowage
- protect steel from moisture
• read your company’s instructions on the safe carriage of steel, your
ISM requirements, the advice in the cargo stowage and securing
manual. Cross-reference with industry publications such as the Code
of Safe Practice for Cargo Stowage and Securing, and Thomas’
Stowage. This guide may form part of the ship’s cargo manual
- reduce possible movement within a stow, especially when carrying
steel plate or slabs
• avoid stowage in spaces without parallel sides but when this is
unavoidable and frequent loadings are expected, arrange for the space
to be permanently ‘squared off’ with a steel buttress or heavy-duty
timber. Pay special attention, because of the hull’s shape, to No. 1 hold
• mark the holds’ strong points, such as solid floors, on the tank top.
Extend the marks up the hold sides. These are the best load-bearing
positions. Marking them will make it easy to check whether cargo and
dunnage is correctly positioned during loading
• find out in advance the proposed loading plan. Check whether the best,
rather than the easiest, stow is proposed. If loading steel coils, check
that key coils are correctly positioned and tank top point loads are not
exceeded. Estimate the loaded metacentric height (GM) by using the
correct vertical centre of gravity for the loaded steel. Avoid very high
GMs. Bear in mind the probable weather to be encountered during the
voyage and that high GMs are associated with heavy/violent ship
rolling
• enquire into the proposed method of stowing and securing cargo. Meet
with the stevedore superintendent and/or supercargo to discuss the
loading plan. Use this as an opportunity to point out any limitations
with the ship or its equipment
• steel should not be loaded in the same compartment as chemicals,
fertilisers, sulphur or other cargoes that could cause damage
• use dunnage of sufficient thickness to enable efficient weight
distribution and to facilitate cargo lashing/handling. Only dunnage
certified for ship use should be used, that is, dunnage with a plant
quarantine stamp. In some ports, port officials will want to inspect
dunnage certificates
Loading
Steel is generally loaded in the following manner:
• coils should be stowed across the ship, on stout dunnage, with their
axis fore and aft. Use wedges to safely locate coils during loading.
Base coils should be loaded from the ship’s side inwards to the centre
and wedged, with the wedges placed below on their in-board side.
Once at sea, the ship’s motion will cause the coils to settle as the
weight of the key coils tightens the stow. Wedges placed either side of
a coil will prevent this. However, when more than one key coil is used,
and to locate their position during loading, double wedging is
necessary on either side of the centre supporting coil(s). Coils are
secured with steel banding to each other in varying forms.
Pneumatically tightened steel bands, binding the coils to those stowed
immediately below, are preferred. Key coils are positioned so that their
bottom edges are one-third of a coil’s diameter below the top of the
coils in the tier being locked, in a gap that is not greater than 60% of
the key coil’s diameter
• wire coils should be stowed vertically, with their axis fore and aft,
adjacent to each other in a similar configuration to the stowage of
steel coils
Dunnage
• steel is a very high-density cargo. To avoid damage to the ship’s
structure and to enable an even weight distribution, carefully apply
dunnage between the ship and cargo, and within cargo tiers. Lay
dunnage over strong points
• laying dunnage is an important part of safe and efficient carriage of
steel. Ship’s officers should ensure that dunnage is laid properly
Apply dunnage to:
- create frictional resistance
- spread the load. Always use sufficient strips of dunnage to avoid
exceeding the tank top acceptable point load. As the height of a stow
increases so too does the requirement for additional strips of
dunnage
No.1 hold is ‘squared off’ with a steel structure.
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• plate should be stowed in the fore and aft direction, with dunnage
running athwartships and between each tier. Stowage should be from
one side of the ship to the other, leaving no voids, and the top layer
secured with wire or chain bindings. When loading thin plate, stowage
in subsequent tiers can be in alternate directions
• long products, such as pipes, channels, angles, beams, flats, rounds
and re-bars, should be stowed in lower holds in the fore and aft
direction, with dunnage placed athwartships. Avoid mixing products of
different type and length in same stow. Place dunnage between tiers.
The top tier should be secured to the ship
• semi-finished steel slabs should be stowed in the same manner as
steel plate. California Steel Industries (CSI) recommends vertical
stowage with tight lashing of top tiers. See page 15 - California block
stowage
• arrange a preloading condition survey of all finished steel before
loading. Do not confuse finished steel with project cargo.
Finished steel is:
- hot or cold-rolled steel coils
• ship’s officers should also monitor the surveyor performing the
preloading survey and be available to assist
• a detailed log of cargo operations should be kept, including information
on where and how cargo was stored on the quayside, how cargo
arrived at the berth, what were the weather conditions and what was
the cargo’s apparent condition on loading
Cargo care
• steel cargoes are easily damaged by salt water. Before loading, test
hatch covers for watertightness and repair the covers if leakage is
found. Test with ultrasonic hatch cover testing equipment. After loading
and closing hatch covers, apply cross-joint wedges before hatch skirt
cleats. For further information on maintenance of cleats and closing of
ships’ hatch covers, see the club’s publication ‘A Master’s Guide to
Hatch Cover Maintenance’. Additional protection, such as sealing foam
and tape, can be applied along hatch cover cross-joints in exposed
areas of the ship and especially on No.1 hold if the ship does not have
a forecastle. Avoid loading ballast in wing tanks when holds contain
steel. Ballast should be carried only for trim and stability purposes, and
propeller immersion
- steel wire coils
- steel plate, bars, profiles, channels, angles and joists
- sheet steel
- steel pipes
Project cargo, if surveyed, will be checked for damage, stowage and
securing by surveyors for cargo insurers, while surveys of finished steel
before shipment are generally arranged by the P&I insurer
• avoid loading wet steel. Wet steel has less friction and can give off
moisture. Moisture causes steel to corrode. However, if loading cannot
be avoided, do not stow wet steel adjacent to, or in the same
compartment as, dry steel. Endorse the bills ‘wet before shipment’
• closely monitor stevedores during application of cargo lashings, when
laying dunnage, when placing key coils and when fitting wedges. They
may not follow best practice
• ship’s officers should monitor stevedores to ensure:
- they use the correct equipment and do not damage the cargo. Steel
wire slings or chains when used incorrectly can damage bundles of
pipe, plate and/or steel coils
- forklifts are fitted with proper lifting tines
- stowage and securing is as per the cargo plan
- cargo is not loaded wet or during periods of rain
- details of cargo damage are correctly recorded
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• fit dehumidifiers in holds when steel is loaded in winter or cold
conditions for discharge or passage through areas in summer/warm
conditions. Dehumidify holds as the outside air temperature rises.
Make sure dehumidifier cabling does not compromise the integrity of
the hold or pose a fire hazard. Lead dehumidifier drains directly to hold
bilges, which should be pumped dry regularly. Keep records of bilge
pumping operations
• during the voyage, control the dew point in the cargo hold by
ventilation or by dehumidifying the air
• take daily dew point temperatures of hold and outside air with a wet
and dry bulb thermometer. Ventilate when the dew point of outside air
is less than the dew point of hold air. This will normally occur when
cargo is loaded in warmer conditions for delivery to a port, or passage
through an area, with colder conditions
• keep detailed records of hold and outside air temperature, at the load
port, during the voyage and at the discharge port. Record times of hold
ventilation and of heating fuel in tanks adjacent to holds loaded with
steel
• when testing steel surfaces for chlorides (salt) with silver nitrate, a
resulting milky solution shows the presence of chlorides. It does not
necessarily show that sea water entered the hold either through hatch
covers or the hull
4. Steel cargo surveys
Shipowners have an obligation to cargo receivers to deliver cargo in the
same apparent condition as loaded (shipped).
Finished steel products can suffer physical damage or rusting during
transit from the steel mill to the port, or during storage at the port.
Finished steel is most problematic because, at the discharge port, it is
difficult to determine whether the damage occurred before loading or
while on board. Consequently, it is essential to examine finished steel for
defects before loading and to identify and record any damage or rusting.
This information is needed to prove to cargo receivers that such damage
occurred prior to shipment and not on board the ship.
P&I clubs arrange preloading surveys of finished steel as a means of
preventing shipowners facing pre-shipment cargo damage claims where
damage occurred before loading. The club’s rules require the survey as a
condition of cover:
Survey procedure
Preloading steel surveys are usually undertaken by surveyors appointed
by the P&I club. The surveyor has a number of duties, the most important
is to examine cargo for damage and to advise the master on suitable
clauses to endorse on the mate’s receipts and bills of lading. However,
surveyors should also examine the ship’s hatch covers, cargo holds and
observe stowage, pointing out to the master any hatch cover defects that
could give rise to leakage and any aspect of stowage that appears
incorrect.
When examining steel cargo, surveyors will be checking:
• where the steel was manufactured, how the steel was transported
from the steel mill to the port, where the steel was stored in the port
prior to arriving at the berth and how the steel is protected from
damage and the elements
“unless the board otherwise determines, there shall be no recovery in
respect of liabilities arising out of the carriage of finished steel
products, unless the member has arranged for a preloading survey to
be carried out by a club-approved surveyor at each port of shipment,
and the bills of lading have been claused in accordance with the
findings of the surveyor as to the condition of cargo at the time of
loading”
• for physical damage, rusting, wetting and possible contamination with
salt and/or chemicals. For example, steel stored close to the sea, or
delivered by barge, can become contaminated with wind-carried salt.
At times, the steel itself cannot be examined because of its packaging.
In which case, the surveyor will pay close attention to the condition of
packaging and whether this is damaged, missing or wet. He will also
comment on bindings, such as steel straps
Generally, clubs will only want to survey finished steel, that is, products
that will not be processed in a steel mill before being used in a
manufacturing process.
• that hatch covers are free from defects and that drainage channels are
clear
CONTINUED ON PAGE 8
Finished steel includes:
• hot or cold-rolled steel coils
• steel wire coils
• steel plate, bars, profiles, channels, angles and joists
• sheet steel
• steel pipes
Finished steel excludes:
• steel billets, ingots, blooms and ore
• semi-finished steel slabs
• scrap steel
• steel re-bars and D-bars *
• project cargo and or flat-packed steel structures
*Although reinforcing bars are ‘finished’ and do not undergo further
processing at a mill, the club does not generally survey them.
The surveyor will want to:
Silver nitrate testing
• examine steel while it is in storage in the port, noting storage
conditions
Silver nitrate tests are performed as a means of detecting chlorides, in
this case salt (sodium chloride). Silver nitrate is a clear solution, which
goes milky white when mixed with chlorides.
• examine each parcel of steel on the quay before loading. Otherwise,
the examination will take place in a marshalling area
• note any exceptions with the steel, carefully describing the damage
and identifying the damaged steel by reference to plate numbers and
or identification tags. Later it will be necessary to endorse bills of
lading and mate’s receipts with details of the damage. There is
suggested wording contained in this guide. At times, the surveyor will
recommend not to load badly damaged cargo
Occasionally, the surveyor will ask for assistance from the duty deck
officer. This may be because:
• cargo is being loaded in more than one hold at the same time
• cargo is being loaded during a 24-hour period but loading is erratic
and intermittent
• the surveyor is checking other cargo and recording details of damage
as loading continues
The duty deck officer should always provide assistance.
When recording details of the cargo’s condition, surveyors should always
make detailed notes of any damage seen regardless of whether it is
damaged packaging or very minor blemishes on the cargo. Everything
needs to be accurately recorded by the surveyor. At times, the steel may
appear to be in ‘typical condition’ for the type of cargo, even though there
are minor blemishes. However, if the steel is in less than perfect
condition, the true condition of the steel should be recorded by the
surveyor and itemised in his report. The description has to be precise
because it may be necessary to prove to the receivers, for example, that
bundle ‘A’ had six bent bars and bundle ‘B’ five. It is no good saying, ‘150
bundles of steel bars loaded and 95 show minor buckling and scratches’,
because nobody will know which 95 are damaged. The 95 bundles with
damaged bars will need to be clearly identified by the steel mill’s
identification marks, or the shipper’s docket, so that the receivers can
verify that the 95 bundles they found damaged are the same 95 bundles
found damaged by the surveyor before loading.
Surveyors who come on board at the discharge port may represent
receivers, in which case, their credentials should be checked and
approved before allowing them access to cargo. Allow only surveyors
whose credentials have been approved to take photographs of cargo.
There will be occasions when an independent tally of coils will be
required. Ask the surveyor who is conducting the preloading survey
whether he can assist.
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This test is made whenever there is an allegation that steel has been
damaged because of contact with salt water. If the test is positive,
claimants are likely to pursue a cargo damage claim.
Test procedure
• the silver nitrate solution should be kept in a dark bottle fitted with a
dropper
• before testing, check the area being tested for contamination
• squeeze a few drops of the silver nitrate solution onto the wet or rusty
area, ensuring that the fluid does not come into contact with hands
• observe the result. The solution will change colour quickly and
markedly when there is a strong presence of chlorides
• ensure that the dropper does not touch the wet or rusty steel or hands.
This may affect future results
Positive results show that chlorides are present on the steel. It does not
show that sea water entered the hold either through hatch covers or the
hull. Chlorides can be present for other reasons:
• the hold was washed with salt water and not finally rinsed with fresh
water
• wind-blown salt has accumulated in the hold and condensation caused
salty water to drip onto the cargo
• salt was deposited on the steel before loading. Surveyors undertaking
a preloading survey should check for salt contamination
At the start of the voyage, it is important to ensure that hatch covers are
watertight, that the bilge system is tight, that holds are free from salt
water residue or dry salt, and that any salt contamination found on the
steel prior to loading is accurately recorded on the bill of lading.
If chlorides are found, it is important to advise the shippers as soon as
possible. The bills of lading and mate’s receipts will need to be endorsed,
and shippers may wish to separate the affected cargo.
6. Principles of stowage
Steel is shipped in a variety of shapes, sizes and weights. Consequently,
it is difficult to stow in classic block stowage. Careful preparation of the
hold is essential.
When loaded in a ship’s hold, steel is placed on dunnage, and dunnage is
placed between successive tiers of cargo. Dunnage has two functions. To
spread the steel’s load uniformly in relation to the ship’s structure and to
provide frictional resistance. Insufficient or incorrectly applied dunnage
can result in high point loads on the ship’s tank top, possibly deforming it.
When laying dunnage, place it along the top of a solid floor.
Steel is generally loaded in the fore and aft direction, with part cargoes
loaded forward from aft. When loading coils, wedges may be used below
the coils, placed on their in-board side to locate a coil as it is stowed.
A key coil will always be used to lock a row of coils with the key coil in
subsequent rows placed in a different position. Key coils take up any gap
that may occur between coils during ship movement.
Forklift with a coil-friendly tine.
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Coils are stowed in rows or tiers, and are generally placed in the hatch
square before stacking with a forklift. As each successive row or tier is
completed, the coils are lashed before the next row or tier is loaded.
A small gap is left between each successive row.
The hold area used for landing coils has to be free from debris and/or
raised objects. Landing a coil on a bulldog grip, ring bolt or shackle will
cause considerable damage to the coil. When lifting coils with a forklift,
only forklifts with coil-friendly tines, those fitted with a single central
lifting arm, should be used.
Steel is lashed using wires, chains and steel bands. Pneumatically
tightened steel bands are preferred for coils. When using wire lashings,
suitable chafing pieces should be inserted between the lashing and the
steel’s edge. Standing faces of coils are lashed (banded) back to the
second row.
To allow access for lashing, coils are usually stowed with a 20 to 30 cm
gap between rows and/or a transverse bulkhead.
Long products – bars, profiles, angles, channels,
beams and girders
Profiles
Steel profiles should be loaded ‘winged out’, stowed so that the ship’s
side provides support. When this is not possible, tightly stow the profiles
and secure them with chains or wires leading to the ship’s structure.
Unlike coils, profiles should not be lashed to themselves but lashed to the
ship’s structure.
At times, long products are secured together with banding in an ‘Olympic’
style of lashing, with wires and bottle screws designed to lock the top
tiers and prevent longitudinal movement. The bands are applied as the
stow progresses and cargo is bundled together and interconnected.
Pipes
Loose pipes are generally stowed fore and aft, in a box-shaped hold, laid
on dunnage placed athwartships and loaded from aft. If stowed in an
irregular-shaped hold, such as No.1, ‘square off’ with wooden shoring
before loading begins. Use wedges on the first tier of pipes. This helps
with alignment and is safe.
Smaller pipes are loaded in bundles. Pieces of timber can be included
within the bundles, placed horizontally between the pipes. Even though
the pipes are separated by timber, the normal amount of dunnage should
be applied, and the usual care taken to lay dunnage on the tank top and
to place dunnage between successive tiers of cargo.
Bundles of coated pipes are stowed with vertical chocking.
First tier of nested I-Beams stowed in the hatch square.
Tightly stowed I-Beams are secured with chains to deck fittings.
When long pipes are stowed athwartships and their ends are adjacent to
the side shell, dunnage should be placed vertically between the steel and
the shell. This will stop steel that shifts from piercing the hull.
Lay dunnage athwartships, not only to spread the load but to provide a
friction pad.
Additional securing and/or chocking should be applied when loading in
the fore part of the ship.
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8. Cargo officer's duties during steel cargo loading / discharge
A diligent cargo watch is an important tool to prevent avoidable claims.
Watch officers should ensure that:
• the hold is ready to receive cargo and stevedores understand the
loading plan
• lashing and stowage is carried out as per the cargo plan. It is vitally
important for safe carriage of cargo and ship safety that steel is
loaded in the proper manner. If it is not, it should be reported to the
master and owners/charterers immediately
• keep a log of all activities, including:
• stevedores should correctly use the right equipment so as not to
damage cargo. Steel wire slings or chains when not used correctly can
damage bundles of pipe, plate or steel coils. Steel lifting rods, for
example, are often used for safe lifting of heavy steel coils
- details of any cargo damage
• stevedores are carefully monitored and not allowed to handle cargo
roughly or to stow it badly. A significant proportion of steel cargo
damage can be attributed to the manner in which stevedores load and
discharge cargo
- how cargo arrived at the berth. Did it arrive by rail/truck/directly from
the warehouse or was it shifted by a forklift truck?
• forklifts are fitted with proper lifting or protective tines
- whether stevedores were using the correct lifting equipment so as
not to damage the cargo
• all damage to finished steel cargo is noted by the cargo watch officer
and presented to the shipper's or receiver's agents by the master. In
such circumstances, if the P&I club steel surveyor is attending, pass
details of the damage to him as well
• assistance is provided to the appointed steel surveyor during a
preloading survey, and that the survey is carried out in a diligent
manner with discrepancies reported to the master
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- where and how the cargo was stored, in the port and on the quay,
i.e., was it stored raised from the ground on dunnage and protected
from rain?
- weather, was it raining during loading/discharge? Was the steel wet?
- times when hatches were open and closed and times of cargo
operations
- condition of the cargo (take photographs)
9. Ship husbandry and steel cargo
Stability
Corrosion and relative humidity
The ship’s stability will need to be calculated for the proposed loading to
make sure the GM is acceptable.
Atmospheric corrosion of steel starts when the relative humidity (RH) of
air reaches 40%. The corrosion rate increases slowly until RH reaches
60% and, thereafter, it increases rapidly. Other elements will cause
corrosion such as salt, funnel gases, dust or other oxidising agents. These
need to be removed from the hold by cleaning before loading. Dust can
be hydroscopic, trapping moisture and making corrosion worse.
Large quantities of steel stowed in the bottom of a hold will cause the
ship’s centre of gravity (KG) to reduce considerably, possibly giving a high
GM. This can make the ship ‘stiff’ and cause violent rolling in bad
weather, something that can cause cargo to shift. If loading does result in
an unacceptably high GM, and this cannot be corrected by ballast or
moving weights, then an alternative stowage arrangement will be
necessary.
Weather route to avoid swell conditions that cause heavy rolling and
wavelengths equal to half the ship’s length, which can initiate parametric
rolling in slender ships during pitching in head seas.
To prevent atmospheric-induced corrosion, it is essential for holds to be
dry and hold air to have a RH below 40%. Other forms of corrosion can
be prevented by thorough hold cleaning, freshwater washing and drying.
Any source of water such as wet dunnage, water on the tank top, or in
bilges, must be removed prior to closing and securing hatch covers.
When at sea, carefully monitor the hold humidity and ventilate when the
conditions are correct. In certain conditions, dehumidifying is essential to
prevent cargo sweat.
It is the ship’s responsibility to ventilate properly or to dehumidify hold air.
If steel is damaged by atmospheric corrosion, the receivers will claim
damages. Making sure that cargo holds are clean and dry; correctly
following the ventilation procedure may not be sufficient to avoid
atmospheric corrosion. Dehumidifying hold air will also be necessary.
STEEL CORROSION AND RELATIVE HUMIDITY
12
11
10
9
Coil prior to stowage correctly wedged.
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INCREASE IN WEIGHT IN G/M
2
7
6
5
4
3
2
Corrosion increases rapidly
when relative humidity
increases above 60%
1
0
20
40
60
80
100
RELATIVE HUMIDITY IN %
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Hatch covers
• main securing cleats for damage
Hatches leak for a variety of reasons, but mainly because of poor
maintenance or failure to close them properly. Hatch covers are designed
to a weathertight rather than to a watertight standard. This means water
that passes the sealing gasket should not enter the hold. Drainage
channels are arranged to prevent water from entering the hold, by
allowing it to drain away.
• hatch alignment and that metal-to-metal contact provides the correct
gasket pressure
Steel is easily damaged if it comes into contact with salt water.
Prior to loading steel, close and seal hatch covers and test them for
watertightness.
In addition, regularly check:
• sealing gaskets for physical damage, detachment or chaffing
• quick acting cleats for the correct tension
• drainage channels for cleanliness, rust or other debris
• cross-joint wedges for damage and/or deficiency
• hatch corner non-return valves for damage or deficiency
• hatch locating or pressure points for wear
• compression bars for damage
Include hatch covers in the ship’s system for planned maintenance and
complete repairs if any of the above are found damaged or deficient.
In exposed locations, hatch covers can be further sealed by placing
expanding foam in cross-joints and along the hatch skirt. Cross-joints
can also be protected with bitumen-based tape.
The club’s survey programme has shown that the principal cause of
hatch cover leakage is poor panel alignment and, consequently, incorrect
pressure on sealing gaskets. This usually occurs because of wear on
metal-to-metal contact surfaces.
See the club’s publication ‘A Master’s Guide to Hatch Cover
Maintenance’, which is available on www.standard-club.com.
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10. Safety when working with steel
Steel is dangerous, and care is needed when working with or near steel.
NEVER
ALWAYS
• enter a cargo hold without informing someone
• respect the hazards associated with steel, and work safely
• enter a cargo hold without means to test the hold atmosphere
for oxygen
• point out loose or poorly stowed steel to stevedores before they begin
work
• stand in the fall or swing zone of lifted steel
• stand well back and away from fall or swing zones while steel is being
moved
• enter a dark hold to examine steel without adequate lighting
• enter a cargo hold in bad weather
• tighten wire lashings to the wire’s breaking point
• always wear personal protective equipment
• always wear high-visibility clothing
• climb between stowed steel, especially steel coils
• walk on or between wet steel
• walk in the path of a coil that is not wedged – it could move
Steel bands are pneumatically tightened.
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11. Loading checklist
ALWAYS
• pre-plan steel stowage. Make sure steel is stowed on solid floors and,
when applicable, key coils are positioned correctly. Coil widths and/or
cargo dimensions may not always permit ‘text-book’ stowage
• mark the location of solid floors in the cargo space to enable easy
reference during loading
• make sure cargo spaces are squared off by construction of a stout
buttress or support. Use new timber and remember that No. 1 hold is
most likely to be the hold where damage might occur
• wash holds with fresh water before loading, remove all debris and hard
objects, fully dry the holds
• when arranging stowage of steel coils, make sure the maximum tank top
point load is never exceeded
• arrange for key coils to be placed in such a manner that the coil’s bottom
edge is one-third of its diameter below the top edge of the coil being
locked. Stagger the position of key coils to avoid overloading the tank top
• make sure sufficient dunnage, of the correct type and thickness, is used.
Apply dunnage along solid floors
• use dunnage of uniform thickness. Remember, certain countries have
import regulations that apply to ship’s dunnage; check the regulations
before taking dunnage and use only approved dunnage, especially if
discharging in North American ports
• take daily dew point readings of hold and outside air, ventilate or
dehumidify when necessary. Keep detailed records of these
measurements
• remember the voyage ventilation mantra, cold to hot, ventilate not. Hot to
cold, ventilate bold
• calculate the ship’s GM and, if possible, take measures to reduce high
values
• remember that cargo has to be properly chocked and secured, and that
only steel coils and semi-finished steel slabs stowed in California block
stowage are lashed to themselves. All other steel is lashed to the ship
• point out any ship or cargo hazards or limitations to the stevedores
NEVER
• rely on stevedores to determine cargo stowage. They may opt for the
easiest stowage rather than the best
• use the maximum allowable tank top loading weight to determine the
number of steel coils that can be safely loaded. Steel coils produce a
point load. The maximum allowable tank top loading weight assumes a
homogenous weight distribution
• be surprised if the text book size and type of dunnage is not delivered to
the ship. The dunnage supplied may be the best available, in which case,
greater application of dunnage may be required
• use wet or ‘green’ timber for dunnage
• record all pre-shipment damage on mate’s receipts or bills of lading by
carefully describing the damage found and clearly identifying the
damaged article
• sign, or allow the ship’s agents to sign, clean bills of lading or mate’s
receipts for damaged cargo
• if required to load wet steel, endorse the bills ‘wet before shipment’
• allow coils to be loaded in a pyramid pattern. See section 6 – Round
products – coils
• ensure hatch covers are watertight before loading
• load steel dry, especially if steel is packaged (wrapped)
• segregate, and load in a different hold, steel that must be kept dry, from
steel that can be loaded wet or products that contain moisture
• work with the surveyor to examine steel for preloading damage,
double-check any cargo found damaged. Make an effort to understand
what the surveyor is looking for
• whenever surveyors visit to examine cargo, check their credentials to
verify who they are acting for, before allowing access to the ship or cargo
• minimise the amount of cargo stowed with metal-to-metal contact. If this
type of stowage is unavoidable, make sure the cargo is not wet. Wetness
reduces frictional resistance and increases the danger of cargo shifting
during ship rolling. Special care is needed when loading during periods of
rain showers
• try to avoid loading damaged cargo but accept that this may not be
possible, in which case, details of the damage have to be endorsed on
the bills of lading. Bent and buckled steel can be shipped for
reprocessing, the bills should not record the cargo as ‘steel products’
• report to the P&I correspondent or ship’s owners when problems are
found with cargo or cargo stowage
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• load steel before evaluating the strength of the tank top against the
proposed weight distribution
• ventilate when the relative humidity of ambient (outside) air is greater
than that of the hold air or when the ambient air’s dew point is greater
than the temperature of the cargo. These conditions exist when cargo is
cold, because it was loaded in winter (cold) conditions for discharge in, or
passing through summer (warm) conditions
• ventilate if unsure that ventilation conditions are correct
• stow steel products in the same compartment as cargo with different
ventilation requirements
• load steel in holds that have previously carried oxidising agents or acidic
compounds, until the holds have been thoroughly washed with fresh
water and dried
• think that space remaining in the hold after loading steel needs to be
filled with other cargo; it does not. When loading a full cargo of steel, the
tank top maximum loading will be reached before the hold is full and
often before the ship reaches her marks
Clauses and endorsements – wording for the
bills of lading
Details of the damaged cargo needed to be endorsed on the mate’s
receipts/bills of lading and the surveyor attending for the club’s
preloading survey suggested that the master incorporate the following
wording:
• 10% of the pipes nicked, dented and scored along the body of the pipe.
A small number, less than 2%, end caps missing. All steel strapping
bands showing signs of rust in varying degrees. About 2% of strapping
bands missing, loose or adrift. Pipes pre-assembled in open hold
square were wetted prior to loading
• 8% of coils showing signs of surface rust to varying degrees and
extent. Approximately 10% of the coils’ steel bands and wire ties were
surface rusted with 5% broken. 20% of the steel coils (no markings
available) arrived on the quayside in the rain and were wet prior to
loading
The standard recommendations and wording for the clauses that
accurately describe the damage and the damaged article on page 9 of
this Standard Cargo were not used.
The master authorised the charterer’s agent to sign bills on his behalf
subject to:
• all bills of lading signed by the charterer’s agents conformed with the
quantities and description of the cargo actually loaded on board the
vessel at this loading port and during her present call only
• all remarks endorsed on the mate’s receipts must be endorsed in full
on the bills of lading issued at this or any other transport bill of lading
The master further made clear that the letter of authorisation was
intended to complement the charterparty and must be applied in
conjunction with the relevant provisions contained therein and that bills of
lading signed by charterer’s agents without the above conditions being
fulfilled will be considered to have been signed without the authority to
do so.
The master further requested the charterer’s agent to sign for receipt of
the letter of authorisation and acknowledgement of its contents.
Bills of lading and endorsements
Bills of lading were issued clean by the charterer’s agent even though the
authority to sign bills granted by the master was subject to the bills being
correctly endorsed with details of the cargo. The charterer’s agent simply
did not include the surveyor’s remarks on the bills. The ship had sailed
and the master was unaware that clean bills had been issued.
It is normal practice for the master to allow agents to sign and issue the
bills of lading on his behalf, but more often than not the appointed agent
is the charterer’s agent rather than the shipowner’s agent. Consequently,
the agent is inclined to act in the interest of the charterer rather than the
shipowner. Bills are normally issued after the ship has sailed. When
authority has been given to the charterer’s agent to sign the bills, there is
very little a ship’s master can subsequently do to check that the cargo’s
description in the bills accurately reflects its condition.
The charterers came under commercial pressure from the shippers to
issue clean bills, because of the terms of the letters of credit. However,
this is not in the interests of the shipowner, because clean bills issued for
damaged cargo render the shipowner liable for any cargo damage
regardless of whether the damage occurred before or after loading (see
page 9). On a more serious note, issuing clean bills for damaged cargo
may be a fraud against the receivers which can invalidate P&I cover.
Letters of Indemnity – LOIs
In commercial reality, the charterparty often contains an LOI clause –
depending upon the type of charter. The shippers require clean bills for
their sales contracts or letters of credit, and so there is considerable
commercial pressure to have clean bills issued. In return for the issuance
of a clean bill, a letter of indemnity is offered or agreed. On the face of it,
the letter appears to indemnify the owner (or charterer) against the
possible consequences of issuing a clean bill for damaged cargo.
However, there are a number of pitfalls with this approach:
• issuing a bill of lading that does not reflect the true condition of the
cargo is a crime in some countries as it could be construed as an act
to defraud the receiver
• such a letter of indemnity is almost always legally unenforceable.
Therefore, the value of the LOI is very much dependent upon the
probity and reputation of the entity giving the LOI. For example, in a
long-term charter, it would be reasonable to assume that the LOI given
by the charterer may be honoured. In a contract of carriage or short
voyage charter, this may not always be the case
• the shipowner may loose his P&I cover if he or the master knowingly
issues or authorises issuance of a clean bill for damaged cargo
At the discharge port
At the discharge port, joint surveys were carried out to assess the
condition of the cargo. After detailed examination, the consignee
concluded that the majority of coils were damaged. Many were
entangled, bent or crushed, were considered unsuitable for their
intended purpose and were rejected. The receiver alleged that as part of
the next manufacturing process, the coils would be placed in an acid bath
and then drawn out. However, due to the damage, the coils would be
difficult to unwind.
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Case study 2 – Poor dunnage
This study is based on a claim presented to the shipowner by cargo
receivers.
A consignment of 2,400 steel pipes and 1,500 pipe casings was loaded
at various Chinese ports for discharge in Antwerp. Each pipe weighed
approximately 3.5 tonnes and each casing weighed between 0.5 and 1.2
tonnes. Wooden bulkheads were built in No.2 hold to correct the ship’s
shape and to enable block stowage. Flat dunnage was laid athwartships
over hold strong points for the pipes to sit on, but dunnage was not
placed between the pipe ends and the hold’s transverse bulkhead.
Dunnage should always be placed vertically between the ship and cargo
to prevent cargo movement and to protect the ship and cargo from
damage.
Receivers were able to claim against the ship even though the damage
occurred during bad weather. Had the wooden bulkheads been more
robust, it is probable the damage, and the claim, would have been
avoided.
The club’s surveyor who attended for the preloading steel survey
examined the cargo and suggested that bills be endorsed to reflect that:
• cargo had lain in the open without protection or covering
• cargo was rusty along its edges and surfaces
• cargo was slightly scratched along its edges and on its surfaces
• 89 pipes had their protecting end covers missing
In spite of these recommendations, the bills of lading were signed clean.
During the voyage, heavy weather was encountered and a number of the
wooden bulkheads in No. 2 hold wings collapsed and allowed the pipes
to move. Pipes located close to the hold’s transverse steel bulkhead
struck it and were damaged.
At the discharge port, the outturn surveyor remarked that 10% of the
pipes had one or both ends bent or flattened. Their end covers were
missing.
Pipes are stowed fore & aft and athwartships. Dunnage has not
been placed between the pipes stowed awartships and the ship’s
side bulkhead.
Comments and analysis
The principal cause of the damage was poor preparation of the hold prior
to loading cargo, and poor stowage during loading. In particular,
insufficiently strong timbers had been used to square off the hull’s shape
in No. 2 lower hold and the wooden bulkhead was weak. In addition,
during loading, dunnage had not been placed between the ends of the
pipes and the hold’s transverse bulkhead.
Stout dunnage should always be used to square off a hold’s shape. Deck
officers should supervise the construction of timber shoring to make sure
it is correctly built and sufficiently strong. Although mariners may not
always have experience in construction of timber shoring, they should
check that the construction appears correct. Flimsy timber is unlikely to
be sufficiently strong to withstand the forces associated with heavy ship
pitching and rolling during a storm. If in doubt advice should be sought.
Pipes loaded on top of coils need to be securely lashed to prevent
movement. Dunnage has been placed between the pipes and the
longitudinal bulkhead.
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